Convex-concave arc gear mechanism used for parallel axes transmission

ABSTRACT

The present invention relates to a concave-convex arc line gear mechanism for parallel shaft transmission, which comprises a driving line gear and a driven line gear, axes of the driving line gear and the driven line gear being parallel to each other to form a transmission pair. The driving line gear is consisted of convex teeth and a driving wheel body, a surface of the convex tooth comprising a pair of convex arc-shaped tooth flanks and a tooth top surface The driven line gear is consisted of concave teeth and a driven wheel body, a surface of the concave tooth comprising a pair of concave arc-shaped tooth flanks and a tooth bottom surface A meshing track of the transmission pair during transmission is a space curve. One arc-shaped tooth flank of the driving line gear and one arc-shaped tooth flank of the driven line gear present a point contact of convex arc and concave arc at a meshing point. Tooth shapes of the driving line gear and the driven line gear are interchangeable, i.e., the driving line gear has concave teeth, while the driven line gear has convex teeth. The line gear mechanism of the present invention has high transmission ratio, high contact strength, high load-bearing capacity, wide range of application, and is easy to be machined, which is especially suitable for space-limited microminiature mechanical, micro mechanical and conventional mechanical applications.

TECHNICAL FIELD

The present invention relates to the technical field of gear transmission technology and in particular, to a concave-convex arc line gear mechanism for parallel shaft transmission.

BACKGROUND

Gear transmission is the most widely used transmission and speed-changing technology. Line gear transmission pair may realize a transmission, including intersecting line gear or skew line gear at an arbitrary angle, and a high transmission ratio, and thus has advantages in applications. The previous line gear is also known as space curve meshing wheel, and the one participating in meshing in a transmission process is a pair of conjugate space curves, i.e., a pair of conjugate driving contact curve and driven contact curve; and tooth profile is circular, oval or oval ring, etc. The tooth profile moves along the contact curve to form line teeth of the line gear, and the line teeth and a cylindrical wheel body constitute the line gear. The line gear with such structure may obtain a high shape precision by adopting laser rapid prototyping technology. In order to achieve a better processing efficiency, numerical control machining method may be adopted to machine the line gear. However, since the line tooth of the aforesaid line gear has a spatial cylinder structure, and forms a cantilever beam structure with the wheel body, vibration occurs in the numerical control machining, resulting in a poor machining precision of the line teeth, and an insufficient bending strength of a tooth root. Accordingly, it is necessary to rationally change and optimize the line teeth structure of the line gear for the numerical control machining of the line gear. The present invention proposes a line gear with optimally designed line teeth, which is similar to an ordinary cylindrical gear except that the meshing theory is a pair of conjugate space curves meshing, and that two meshing tooth profile curves are inscribed in two circular arcs at a meshing point. The optimally designed line gear has high contact strength and bending strength, is easier to be numerical control machined, and is easier to be mass-produced.

SUMMARY OF THE INVENTION

The object of the present invention is to propose, against problems existing in the prior art in the field of mechanical transmission, a concave-convex arc line gear mechanism for parallel shaft transmission which has original advantages such as conjugate space curve meshing, high transmission ratio and compact construction that a line gear originally has, and has new characteristics such as high contact strength and bending strength, easy to be numerical control machined and easy to be mass-produced.

In order to realize the above-described object, technical solutions adopted by the present invention are as follows:

A concave-convex arc line gear mechanism for parallel shaft transmission comprises a driving line gear and a driven line gear, axes of the driving line gear and the driven line gear being parallel to each other to form a transmission pair. The driving line gear is consisted of convex gear teeth and a driving wheel body, a surface of the convex gear tooth comprising a pair of convex arc-shaped tooth flanks and a tooth top surface. The driven line gear is consisted of concave gear teeth and a driven wheel body, a surface of the concave gear tooth comprising a pair of concave arc-shaped tooth flanks and a tooth bottom surface.

Further, the convex line tooth of the driving line gear is formed by driving line tooth profile composed of two sections of arcs and a section of straight line moving along a driving contact curve and two driving line tooth thickness auxiliary curves. The concave line tooth of the driven line gear is formed by driven tooth profile composed of two sections of arcs and a section of straight line moving along a driven contact curve and two driven tooth thickness auxiliary curves. The driving contact curve and the driven contact curve are a pair of conjugate space curves which conform to space curve meshing equations. A tooth profile of the convex line teeth of the driving line gear and a tooth profile of the concave line teeth of the driven line gear are located on normal planes of the driving contact curve and the driven contact curve, respectively.

Further, a meshing track of the transmission pair during transmission is a space curve. One arc-shaped tooth flank of the driving wheel and one arc-shaped tooth flank of the driven wheel present a point contact of convex arc and concave arc at a meshing point.

Further, tooth shapes of the driving line gear and the driven line gear are interchangeable, i.e., the driving line gear has concave line teeth, while the driven line gear has convex line teeth.

Further, the driving wheel body and the driven wheel body are cylindrical wheel bodies. The driving line teeth project from the cylindrical wheel body. The driven line teeth are recessed into the cylindrical wheel body.

Further, the driving contact curve is a space helical curve, an equation of which in a coordinate system o₁−x₁y₁z₁ is as follows:

$\left\{ {\begin{matrix} {x_{M}^{(1)} = {m\; \cos \; t}} \\ {y_{M}^{(1)} = {m\; \sin \; t}} \\ {z_{M}^{(1)} = {{n\; \pi} + {n\; t}}} \end{matrix},} \right.$

wherein, t is a parameter,

${t \in \left\lbrack {t_{s},t_{e}} \right\rbrack},{{\Delta \; t} = {t_{e} - t_{s}}},{t_{s} = {{- \pi} - \frac{\Delta \; t}{2}}},{t_{e} = {{- \pi} + \frac{\Delta \; t}{2}}},$

satisfying contact ratio condition:

${\xi = {\frac{\Delta \; t \times {number}\mspace{14mu} {of}\mspace{14mu} {teeth}\mspace{14mu} {of}\mspace{14mu} {driving}\mspace{14mu} {wheel}}{2\pi} \geq 1}};$

m is a helical radius of the space helical curve, n is a parameter of a pitch of the space helical curve, and the pitch p=2πn.

The driven contact curve is a space curve conjugate with the driving contact curve, an equation of which in a coordinate system o₂−x₂y₂z₂ is as follows:

$\left\{ {\begin{matrix} {x_{M}^{(2)} = {{- \left( {m - a} \right)}\cos \; \frac{t + \pi}{i_{12}}}} \\ {y_{M}^{(2)} = {\left( {m - a} \right)\sin \; \frac{t + \pi}{i_{12}}}} \\ {z_{M}^{(2)} = {{n\; \pi} + {n\; t}}} \end{matrix},} \right.$

wherein, i₁₂ is a transmission ratio between the driving line gear and the driven line gear, and a is a center distance between two gears, a=(1+i₁₂)m.

Further, the two driving tooth thickness auxiliary curves comprise a first driving tooth thickness auxiliary curve and a second driving tooth thickness auxiliary curve. The first driving tooth thickness auxiliary curve is located between the driving contact curve and the second driving tooth thickness auxiliary curve. An equation of the first driving tooth thickness auxiliary curve in the coordinate system o₁−x₁y₁z₁ is as follows:

$\left\{ {\begin{matrix} {x_{M_{11}}^{(1)} = {{m\; \cos \; t} - \frac{c_{1}n\; \sin \; t}{\sqrt{n^{2} + m^{2}}}}} \\ {y_{M_{11}}^{(1)} = {{m\; \sin \; t} + \frac{c_{1}n\; \cos \; t}{\sqrt{n^{2} + m^{2}}}}} \\ {z_{M_{11}}^{(1)} = {{n\; \pi} + {n\; t} - \frac{c_{1}m}{\sqrt{n^{2} + m^{2}}}}} \end{matrix};} \right.$

an equation of the second driving tooth thickness auxiliary curve in the coordinate system o₁−x₁y₁z₁ is as follows:

$\left\{ {\begin{matrix} {x_{M_{12}}^{(1)} = {{m\; \cos \; t} - \frac{2c_{1}n\; \sin \; t}{\sqrt{n^{2} + m^{2}}}}} \\ {y_{M_{12}}^{(1)} = {{m\; \sin \; t} + \frac{2c_{1}n\; \cos \; t}{\sqrt{n^{2} + m^{2}}}}} \\ {z_{M_{12}}^{(1)} = {{n\; \pi} + {n\; t} - \frac{2c_{1}m}{\sqrt{n^{2} + m^{2}}}}} \end{matrix},} \right.$

wherein, 2c₁ is a normal tooth thickness of the driving line gear.

The two driving line tooth profile arcs are symmetrical about the first driving tooth thickness auxiliary curve, and a radius of the arc is ρ₁. At the meshing point, an angle between a line which connects the meshing point and an arc center and a binormal vector γ of the driving contact curve is φ. The driving tooth profile straight line segment and the binormal vector γ of the driving contact curve are parallel to each other. A distance between the driving tooth profile straight line segment and the binormal vector γ is h_(a1), h_(a1)=h_(a)*×ρ₁(1−sin φ), wherein h_(a)* is an addendum coefficient, a range of h_(a)*being 0.8˜0.97. Length of the driving tooth profile straight line segment depends on the tooth thickness 2c₁, the arc radius ρ₁, the angle φ and h_(a1), which is obtained by intercepting a specific distance h_(a1) from a straight line with two driving tooth profile arcs.

Further, the two driven tooth thickness auxiliary curves comprise a first driven tooth thickness auxiliary curve and a second driven tooth thickness auxiliary curve. The first driven tooth thickness auxiliary curve is located between the driven wheel contact curve and the second driven tooth thickness auxiliary curve. An equation of the first driven tooth thickness auxiliary curve in the coordinate system o₂−x₂y₂z₂ is as follows:

$\left\{ {\begin{matrix} {x_{M_{21}}^{(2)} = {{{- \left( {m - a} \right)}\cos \; \frac{t + \pi}{i_{12}}} + {\frac{c_{2}n}{\sqrt{n^{2} + m^{2}}}\sin \; \frac{t + \pi}{i_{12}}}}} \\ {y_{M_{21}}^{(2)} = {{\left( {m - a} \right)\sin \; \frac{t + \pi}{i_{12\;}}} + {\frac{c_{2}n}{\sqrt{n^{2} + m^{2}}}\cos \; \frac{t + \pi}{i_{12}}}}} \\ {z_{M_{21}}^{(2)} = {{n\; \pi} + {n\; t} + \frac{c_{2}m}{\sqrt{n^{2} + m^{2}}}}} \end{matrix};} \right.$

an equation of the second driven tooth thickness auxiliary curve in the coordinate system o₂−x₂y₂z₂ is as follows:

$\left\{ {\begin{matrix} {x_{M_{22}}^{(2)} = {{{- \left( {m - a} \right)}\cos \; \frac{t + \pi}{i_{12}}} + {\frac{2c_{2}n}{\sqrt{n^{2} + m^{2}}}\sin \; \frac{t + \pi}{i_{12}}}}} \\ {y_{M_{22}}^{(2)} = {{\left( {m - a} \right)\sin \; \frac{t + \pi}{i_{12\;}}} + {\frac{2c_{2}n}{\sqrt{n^{2} + m^{2}}}\cos \; \frac{t + \pi}{i_{12}}}}} \\ {z_{M_{22}}^{(2)} = {{n\; \pi} + {n\; t} + \frac{2c_{2}m}{\sqrt{n^{2} + m^{2}}}}} \end{matrix};} \right.$

wherein, 2c₂ is a normal tooth thickness of the driven line gear.

The two driven tooth profile arcs are symmetrical about the middle first driven tooth thickness auxiliary curve, and a radius of the arc is ρ₂. At the meshing point, an angle between a line which connects the meshing point and an arc center and the binormal vector γ of the driven contact curve is φ. The driven tooth profile straight line segment and the binormal vector γ of the driven contact curve are parallel to each other. A distance between the driven tooth profile straight line segment and the binormal vector γ is h_(f2) h_(f2)=h_(f)*×h_(a1), wherein h_(f)* is a dedendum coefficient, range of h_(f)*being 1.4˜2. Length of the driven tooth profile straight line segment depends on the tooth thickness 2c₂, the arc radius ρ₂, the angle φ and h_(f2), which is obtained by intercepting a specific distance h_(f2) from a straight line with two driven tooth profile arcs.

Further, a diameter of the driving wheel body is d_(f1), with a value d_(f1)=2m−2(h_(a1)+d_(f)*), wherein d_(f)* is a clearance coefficient, range of d_(f)*being 0.5˜2. A diameter of the driven wheel body is d_(a2), with a value d_(a2)=2(a−m)+2h_(a1).

Further, the arc radius ρ₁ of the two driving tooth profile arcs, the arc radius ρ₂ of the two driven tooth profile arcs and angle φ satisfy following conditions:

ρ₂ = k ρ₁; ${{{if}\mspace{14mu} \phi} \in \left\lbrack {{30{^\circ}},{40{^\circ}}} \right\rbrack},{{{then}\mspace{14mu} \rho_{1}} = \frac{1.1c_{1}}{\cos \; \phi}},{{k \in \left( {0,\frac{1}{4}} \right)};{{{or}\mspace{14mu} \rho_{1}} = \frac{1.2c_{1}}{\cos \; \phi}}},{{k \in \left( {0,\frac{1}{5}} \right)};{{{or}\mspace{14mu} \rho_{1}} = \frac{1.4c_{1}}{\cos \; \phi}}},{{k \in \left( {0,\frac{1}{7}} \right)};{{{or}\mspace{14mu} \rho_{1}} = \frac{1.6c_{1}}{\cos \; \phi}}},{{k \in \left( {0,\frac{1}{11}} \right)};}$ ${{{if}\mspace{14mu} \phi} \in \left( {{40{^\circ}},{45{^\circ}}} \right\rbrack},{{{then}\mspace{14mu} \rho_{1}} = \frac{1.4c_{1}}{\cos \; \phi}},{{k \in \left( {0,\frac{1}{7}} \right)};{{{or}\mspace{14mu} \rho_{1}} = \frac{1.6c_{1}}{\cos \; \phi}}},{k \in {\left( {0,\frac{1}{11}} \right).}}$

Compared with the prior art, the present invention has following advantages:

(1) high contact strength: gear teeth of the driving line gear and the driven line gear is in a concave-convex arc contact at the meshing point, the contact strength and bending strength are higher compared with previous line gear mechanism of two space cylindrical line tooth structures, and thus a greater load-bearing capacity is provided.

(2) high transmission ratio: minimum number of teeth of the driving line gear is 1, the transmission ratio is higher than that of the existing transmission mechanisms such as spur gear and helical gear, and a single-stage high contact ratio transmission with high transmission ratio may be realized.

(3) simple structure: the driving line gear and the driven line gear constitute a transmission pair, with a very simple transmission structure compared with traditional microminiature speed-changing mechanism; compared with spur gear and helical gear of traditional mechanical transmission, a compact construction may greatly save installation space.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of a concave-convex arc line gear mechanism for parallel shaft transmission according to an embodiment of the present invention.

FIG. 2 is a schematic view of the driving contact curve and driven contact curve meshing at point M in FIG. 1.

FIG. 3 is a left view of the driving line gear in FIG. 1.

FIG. 4 is a three-dimensional schematic view of A-A section of the driving line gear in FIG. 3 sectioned by a normal plane P of the driving contact curve.

FIG. 5 is a right view of the driven wheel in FIG. 1.

FIG. 6 is a three-dimensional schematic view of B-B section of the driven line gear in FIG. 5 sectioned by a normal plane P of the driven contact curve.

FIG. 7 is a three-dimensional schematic view of a section of the driving line gear and the driven line gear in FIG. 1 sectioned by a normal plane at the meshing point.

FIG. 8 is a partial enlarged view of a section of the driving line gear and the driven line gear in FIG. 7 sectioned by a normal plane at the meshing point.

In the above figures: 1—tooth flank of driving line gear, 2—tooth top surface of driving line gear, 3—secondary tooth flank of driving line gear, 4—driving wheel body, 5—tooth flank of driven line gear, 6—tooth bottom surface of driven line gear, 7—secondary tooth flank of driven line gear, 8—driven wheel body, 9—driving contact curve, 10—first driving tooth thickness auxiliary curve, 11—second driving tooth thickness auxiliary curve, 12—first driving tooth profile arc, 13—driving tooth profile straight line segment, 14—second driving tooth profile arc, 15—driven contact curve, 16—first driven tooth thickness auxiliary curve, 17—second driven tooth thickness auxiliary curve, 18—first driven tooth profile arc, 19—driven tooth profile straight line segment, 20—second driven tooth profile arc.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

The present invention is further described below in combination with the accompanying drawings, but the implementations of the present invention are not limited hereto.

Referring to FIG. 1, the present invention provides a concave-convex arc line gear mechanism for parallel shaft transmission, which comprises a driving line gear and a driven line gear, axes of the driving line gear and the driven line gear being parallel to each other to form a transmission pair. The driving line gear is consisted of convex gear teeth and a driving wheel body, a surface of the convex gear tooth comprising a pair of convex arc-shaped tooth flanks and a tooth top surface. The driven line gear is consisted of concave gear teeth and a driven wheel body, a surface of the concave gear tooth comprising a pair of concave arc-shaped tooth flanks and a tooth bottom surface.

Specifically, the convex tooth of the driving line gear is formed by driving tooth profile composed of two sections of arcs and a section of straight line 13 moving along a driving contact curve 9 and two driving tooth thickness auxiliary curves. The concave tooth of the driven line gear is formed by driven tooth profile composed of two sections of arcs and a section of straight line 19 moving along a driven contact curve 15 and two driven tooth thickness auxiliary curves. The driving contact curve 9 and the driven contact curve 15 are a pair of conjugate space curves which conform to space curve meshing equations. A tooth profile of the convex teeth of the driving wheel and a tooth profile of the concave teeth of the driven line gear are located on normal planes of the driving contact curve 9 and the driven contact curve 15, respectively.

Specifically, a meshing track of the transmission pair during transmission is a space curve. One arc-shaped tooth flank of the driving line gear and one arc-shaped tooth flank of the driven line gear present a point contact of convex arc and concave arc at a meshing point.

In addition, according to requirements, tooth shapes of the driving line gear and the driven line gear are interchangeable, i.e., the driving line gear has concave gear teeth, while the driven line gear has convex gear teeth.

Specifically, the driving wheel body and the driven wheel body are cylindrical wheel bodies. Driving teeth project from the cylindrical wheel body. Driven teeth are recessed into the cylindrical wheel body.

By means of setting different values of transmission ratio, the present embodiment may be applied in speed-increasing and speed-reducing transmissions. The axes of the driving line gear and the driven line gear are parallel to each other. Number of teeth of the driving line gear is 1, while number of teeth of the driven line gear is 10. A speed-reducing transmission with transmission ratio of 10:1 is realized in a meshing process.

See FIGS. 1, 2, 3, 4, 7 and 8 for structure of the driving line gear. A tooth flank 1, a driving tooth top surface 2 and a driving line gear secondary tooth flank 3 are distributed on the cylindrical driving wheel body 4. The convex tooth of the driving line gear is formed by a first driving tooth profile arc 12 and a second driving tooth profile arc 14 which are symmetrical and the driving tooth profile straight line segment 13 moving along the driving contact curve 9, a first driving tooth thickness auxiliary curve 10 and a second driving tooth thickness auxiliary curve 11. Arc radius of the first driving tooth profile arc 12 and the second driving tooth profile arc 14 is ρ₁. An angle between a line which connects the meshing point and an arc center and a binormal vector γ of the driving contact curve 9 is φ. The driving tooth profile straight line segment 13 and the binormal vector γ of the driving contact curve 9 are parallel to each other. A distance between the driving tooth profile straight line segment and the binormal vector γ is h_(a1). A-A section plane is the normal plane of the driving contact curve 9 at any point.

See FIGS. 1, 2, 5, 6, 7 and 8 for structure of the driven wheel. A plurality of gear teeth are distributed on the cylindrical driven wheel body 8. Each of the gear teeth is consisted of a driven tooth flank 5, a driven tooth bottom surface 6 and a driven secondary tooth flank 7. The concave tooth of the driven line gear is formed by a first driven tooth profile arc 18 and a second driven tooth profile arc 20 which are symmetrical and the driven tooth profile straight line segment 19 moving along the driven contact curve 15, a first driven tooth thickness auxiliary curve 16 and a second driven tooth thickness auxiliary curve 17. Arc radius of the first driven tooth profile arc 18 and the second driven tooth profile arc 20 is ρ₂. An angle between a line which connects the meshing point and an arc center and a binormal vector γ of the driven contact curve 15 is φ. The driven tooth profile straight line segment 19 and the binormal vector γ of the driven contact curve 15 are parallel to each other. A distance between the driven tooth profile straight line segment 19 and the binormal vector γ is h_(f2). B-B section plane is the normal plane of the driven contact curve at any point.

The driving tooth flank 1 is in a point-contact meshing with the driven tooth flank 5 in a transmission process. Referring to FIGS. 2 and 8, on a normal plane P at the meshing point of a pair of driving contact curve 9 and driven contact curve 15, the driving tooth flank 1 is tangent to the driven tooth flank 15. M is a contact point, M₁₁ is an intersection point of the first driving tooth thickness auxiliary curve 10 of the driving line gear with the normal plane P, M₁₂ is an intersection point of the second driving tooth thickness auxiliary curve 11 of the driving line gear with the normal plane P, M₂₁ is an intersection point of the first driven tooth thickness auxiliary curve 16 of the driven line gear with the normal plane P, and M₂₂ is an intersection point of the second driven tooth thickness auxiliary curve 17 of the driven line gear with the normal plane P. M M₁₁ is equal to M₁₁ M₁₂, with a value being half of tooth thickness of the driving line gear, i.e. c₁. M M₂₁ is equal to M₂₁ M₂₂, with a value being half of tooth thickness of the driven line gear, i.e. c₂. The driving tooth flank 1 and the driving secondary tooth flank 3 are symmetrical about a midperpendicular at a midpoint M₁₁ of M and M₁₂, and the driven tooth flank 5 and the driven secondary tooth flank 7 are symmetrical about a midperpendicular at a midpoint M₂₁ of M and M₂₂. The gear teeth of the driving line gear and the gear teeth of the driven line gear have the same tooth profile on the normal planes P of respective contact curves.

Given parameters are set as follows: m=10 mm, n=8 mm, i₁₂=10, number of teeth of the driving line gear is 1, number of teeth of the driven line gear is 10, the tooth of the driving line gear has a tooth width 2c₁=10 mm, the tooth of the driven line gear has a tooth width 2c₂=14 mm, φ=35°, contact ratio

${\xi = {\frac{\Delta \; t \times 1}{2\pi} = 1.25}},{\rho_{1} = {6\mspace{14mu} {mm}}},{{\rho_{2} = {24\mspace{14mu} {mm}}};}$

it can be obtained that a center distance

${a = {{\left( {1 + i_{12}} \right)m} = {110\mspace{14mu} {mm}}}},{t \in \left\lbrack {{- \frac{9\pi}{4}},\frac{\pi}{4}} \right\rbrack},{h_{a\; 1} = {2.5\mspace{14mu} {mm}}},{h_{f\; 2} = {3.5\mspace{14mu} {mm}}},$

the driving wheel body 4 has a diameter d_(f1)=2m−2(h_(a1)+d_(f)*)=14 mm, and the driven wheel body 8 has a diameter d_(a2)=2(a−m)+2h_(a1)=205 mm;

an equation of the driving contact curve 9 in a coordinate system o₁−x₁y₁z₁ can be obtained as follows:

$\begin{matrix} \left\{ {\begin{matrix} {x_{M}^{(1)} = {10\; \cos \; t}} \\ {y_{M}^{(1)} = {10\; \sin \; t}} \\ {z_{M}^{(1)} = {{8\pi} + {8t}}} \end{matrix};} \right. & \; \end{matrix}$

an equation of the driven contact curve 15 in a coordinate system o₂−x₂y₂z₂ can be obtained as follows:

$\left\{ {\begin{matrix} {x_{M}^{(2)} = {100\cos \; \frac{t + \pi}{i_{12}}}} \\ {y_{M}^{(2)} = {{- 100}\; \sin \; \frac{t + \pi}{i_{12}}}} \\ {z_{M}^{(2)} = {{8\pi} + {8t}}} \end{matrix};} \right.$

equations of the first driving tooth thickness auxiliary curve 10 and the second driving tooth thickness auxiliary curve 11 of the driving line gear in the coordinate system o₁−x₁y₁z₁ are obtained as follows, respectively:

$\begin{matrix} \left\{ {\begin{matrix} {x_{M_{11}}^{(2)} = {{10\cos \; t}\; - \frac{40\; \sin \; t}{\sqrt{164}}}} \\ {y_{M_{11}}^{(2)} = {{10\; \sin \; t} + \frac{40\; \cos \; t}{\sqrt{164}}}} \\ {z_{M_{11}}^{(2)} = {{8\pi} + {8t} - \frac{50}{\sqrt{164}}}} \end{matrix},} \right. & \; \\ \left\{ {\begin{matrix} {x_{M_{12}}^{(2)} = {{10\cos \; t}\; - \frac{80\; \sin \; t}{\sqrt{164}}}} \\ {y_{M_{12}}^{(2)} = {{10\; \sin \; t} + \frac{80\; \cos \; t}{\sqrt{164}}}} \\ {z_{M_{12}}^{(2)} = {{8\pi} + {8t} - \frac{100}{\sqrt{164}}}} \end{matrix};} \right. & \; \end{matrix}$

equations of the first driven tooth thickness auxiliary curve 16 and the second driven tooth thickness auxiliary curve 17 of the driven line gear in the coordinate system o₂−x₂y₂z₂ are obtained as follows, respectively:

$\begin{matrix} \left\{ {\begin{matrix} {x_{M_{21}}^{(2)} = {{100\cos \; \frac{t + \pi}{i_{12}}} + {\frac{56}{\sqrt{164}}\sin \; \frac{t + \pi}{i_{12}}}}} \\ {y_{M_{21}}^{(2)} = {{{- 100}\sin \; \frac{t + \pi}{i_{12}}} + {\frac{56}{\sqrt{164}}\cos \; \frac{t + \pi}{i_{12}}}}} \\ {z_{M_{21}}^{(2)} = {{8\pi} + {8t} + \frac{70}{\sqrt{164}}}} \end{matrix},} \right. & \; \\ \left\{ {\begin{matrix} {x_{M_{22}}^{(2)} = {{100\cos \; \frac{t + \pi}{i_{12}}} + {\frac{112}{\sqrt{164}}\sin \; \frac{t + \pi}{i_{12}}}}} \\ {y_{M_{22}}^{(2)} = {{{- 100}\sin \; \frac{t + \pi}{i_{12}}} + {\frac{112}{\sqrt{164}}\cos \; \frac{t + \pi}{i_{12}}}}} \\ {z_{M_{22}}^{(2)} = {{8\pi} + {8t} + \frac{140}{\sqrt{164}}}} \end{matrix}.} \right. & \; \end{matrix}$

The line gear mechanism of the present invention has high contact strength, bending strength and great rigidity, possesses greater load-bearing capacity, can be machined by numerical control method and is easy to be mass-produced. Minimum number of teeth of the driving line gear is 1, the transmission ratio is higher than that of the existing transmission mechanisms such as spur gear and helical gear, and a single-stage high contact ratio transmission with high transmission ratio may be realized. Compared with spur gear and helical gear of traditional mechanical transmission, a compact construction may greatly save installation space, and thus it is suitable for conventional mechanical applications.

As described above, the present invention can be well implemented.

The above-described embodiments of the present invention are just examples for describing the present invention clearly, but not limitation to the implementations of the present invention. For those having ordinary skill in the art, variations or changes in different forms can be made on the basis of the above description. All of the implementations should not and could not be exhaustive herein. Any amendment, equivalent replacement and improvement made within the spirit and principle of the present invention shall all be included within the scope of protection of the claims of the present invention. 

1. A concave-convex arc line gear mechanism for parallel shaft transmission, characterized in that: it comprises a driving line gear and a driven line gear, axes of the driving line gear and the driven line gear being parallel to each other to form a transmission pair; the driving line gear is consisted of convex line teeth and a driving wheel body, a surface of the convex line tooth comprising a pair of convex arc-shaped tooth flanks and a tooth top surface and the driven line gear is consisted of concave teeth and a driven wheel body, a surface of the concave tooth comprising a pair of concave arc-shaped tooth flanks and a tooth bottom surface.
 2. The concave-convex arc line gear mechanism for parallel shaft transmission according to claim 1, wherein the convex tooth of the driving line gear is formed by driving tooth profile composed of two sections of arcs and a section of straight line moving along a driving contact curve and two driving tooth thickness auxiliary curves; the concave tooth of the driven line gear is formed by driven tooth profile composed of two sections of arcs and a section of straight line moving along a driven contact curve and two driven tooth thickness auxiliary curves; the driving contact curve and the driven contact curve are a pair of conjugate space curves which conform to space curve meshing equations; and a tooth profile of the convex teeth of the driving line gear and a tooth profile of the concave teeth of the driven line gear are located on normal planes of the driving contact curve and the driven contact curve, respectively.
 3. The concave-convex arc line gear mechanism for parallel shaft transmission according to claim 1, wherein a meshing track of the transmission pair during transmission is a space curve; and one arc-shaped tooth flank of the driving line gear and one arc-shaped tooth flank of the driven line gear present a point contact of convex arc and concave arc at a meshing point.
 4. The concave-convex arc line gear mechanism for parallel shaft transmission according to claim 1, wherein tooth shapes of the driving line gear and the driven line gear are interchangeable, i.e., the driving line gear has concave gear teeth, while the driven line gear has convex gear teeth.
 5. The concave-convex arc line gear mechanism for parallel shaft transmission according to claim 1, wherein the driving wheel body and the driven wheel body are cylindrical wheel bodies; driving line teeth project from the cylindrical wheel body; and driven line teeth are recessed into the cylindrical wheel body.
 6. The concave-convex arc line gear mechanism for parallel shaft transmission according to claim 2, wherein the driving contact curve is a space helical curve, an equation of which in a coordinate system o₁−x₁y₁z₁ is as follows: $\begin{matrix} \left\{ {\begin{matrix} {x_{M}^{(1)} = {m\; \cos \; t}} \\ {y_{M}^{(1)} = {m\; \sin \; t}} \\ {z_{M}^{(1)} = {{n\; \pi} + {n\; t}}} \end{matrix},} \right. & \; \end{matrix}$ wherein, t is a parameter, ${t \in \left\lbrack {t_{s},t_{e}} \right\rbrack},{{\Delta \; t} = {t_{e} - t_{s}}},{t_{s} = {{- \pi} - \frac{\Delta \; t}{2}}},{t_{e} = {{- \pi} + \frac{\Delta \; t}{2}}},$ satisfying contact ratio condition: ${\xi = {\frac{\Delta \; t \times {number}\mspace{14mu} {of}\mspace{14mu} {teeth}\mspace{14mu} {of}\mspace{14mu} {driving}\mspace{14mu} {wheel}}{2\pi} \geq 1}};m$ is a helical radius of the space helical curve, n is a parameter of a pitch of the space helical curve, and the pitch p=2πn; the driven contact curve is a space curve conjugate with the driving wheel contact curve, an equation of which in a coordinate system o₂−x₂y₂z₂ is as follows: $\left\{ {\begin{matrix} {x_{M}^{(2)} = {{- \left( {m - a} \right)}\cos \frac{\; {t + \pi}}{i_{12}}}} \\ {y_{M}^{(2)} = {\left( {m - a} \right)\sin \; \frac{t + \pi}{i_{12}}}} \\ {z_{M}^{(2)} = {{n\; \pi} + {n\; t}}} \end{matrix},} \right.$ wherein, i₁₂ is a transmission ratio between the driving line gear and the driven line gear, and a is a center distance between two gears, a=(1+i₁₂)m.
 7. The concave-convex arc line gear mechanism for parallel shaft transmission according to claim 2, wherein the two driving tooth thickness auxiliary curves comprise a first driving tooth thickness auxiliary curve and a second driving tooth thickness auxiliary curve, the first driving tooth thickness auxiliary curve being located between the driving contact curve and the second driving tooth thickness auxiliary curve, with an equation of the first driving tooth thickness auxiliary curve in a coordinate system o₁−x₁y₁z₁ being as follows: $\begin{matrix} \left\{ {\begin{matrix} {x_{M_{11}}^{(1)} = {{m\; \cos \; t} - \frac{c_{1}n\; \sin \; t}{\sqrt{n^{2} + m^{2}}}}} \\ {y_{M_{11}}^{(1)} = {{m\; \sin \; t} + \frac{c_{1}n\; \cos \; t}{\sqrt{n^{2} + m^{2}}}}} \\ {x_{M_{11}}^{(1)} = {{n\; \pi} + {n\; t} - \frac{c_{1}m}{\sqrt{n^{2} + m^{2}}}}} \end{matrix},} \right. & \; \end{matrix}$ an equation of the second driving tooth thickness auxiliary curve in the coordinate system o₁−x₁y₁z₁ being as follows: $\begin{matrix} \left\{ {\begin{matrix} {x_{M_{12}}^{(1)} = {{m\; \cos \; t} - \frac{2c_{1}n\; \sin \; t}{\sqrt{n^{2} + m^{2}}}}} \\ {y_{M_{12}}^{(1)} = {{m\; \sin \; t} + \frac{2c_{1}n\; \cos \; t}{\sqrt{n^{2} + m^{2}}}}} \\ {x_{M_{12}}^{(1)} = {{n\; \pi} + {n\; t} - \frac{2c_{1}m}{\sqrt{n^{2} + m^{2}}}}} \end{matrix},} \right. & \; \end{matrix}$ wherein, 2c₁ is a tooth thickness of the driving gear tooth; the two driving tooth profile arcs are symmetrical about the first driving tooth thickness auxiliary curve, and a radius of the arc is ρ₁; at a meshing point, an angle between a line which connects the meshing point and an arc center and a binormal vector γ of the driving contact curve is φ; the driving tooth profile straight line segment and the binormal vector γ of the driving contact curve are parallel to each other, a distance between the driving tooth profile straight line segment and the binormal vector γ is h_(a1), h_(a1)=h_(a)*×ρ₁(1−sin φ), wherein h_(a)* is an addendum coefficient, an range of h_(a)*being 0.8˜0.97, and a length of the driving tooth profile straight line segment depends on the tooth thickness 2c₁, the arc radius ρ₁, the angle φ and h_(a1), which is obtained by intercepting a specific distance h_(a1) from a straight line with two driving tooth profile arcs.
 8. The concave-convex arc line gear mechanism for parallel shaft transmission according to claim 2, wherein the two driven tooth thickness auxiliary curves comprise a first driven tooth thickness auxiliary curve and a second driven tooth thickness auxiliary curve, the first driven tooth thickness auxiliary curve being located between the driven contact curve and the second driven tooth thickness auxiliary curve, an equation of the first driven tooth thickness auxiliary curve in a coordinate system o₂−x₂y₂z₂ being as follows: $\left\{ {\begin{matrix} {x_{M_{21}}^{(2)} = {{{- \left( {m - a} \right)}\cos \frac{\; {t + \pi}}{i_{12}}} + {\frac{c_{2}n}{\sqrt{n^{2} + m^{2}}}\sin \; \frac{t + \pi}{i_{12}}}}} \\ {y_{M_{21}}^{(2)} = {{\left( {m - a} \right)\sin \; \frac{t + \pi}{i_{12}}} + {\frac{c_{2}n}{\sqrt{n^{2} + m^{2}}}\cos \; \frac{t + \pi}{i_{12}}}}} \\ {z_{M_{21}}^{(2)} = {{n\; \pi} + {n\; t} + \frac{c_{2}m}{\sqrt{n^{2} + m^{2}}}}} \end{matrix},} \right.$ an equation of the second driven tooth thickness auxiliary curve in the coordinate system o₂−x₂y₂z₂ being as follows: $\left\{ {\begin{matrix} {x_{M_{22}}^{(2)} = {{{- \left( {m - a} \right)}\cos \frac{\; {t + \pi}}{i_{12}}} + {\frac{2c_{2}n}{\sqrt{n^{2} + m^{2}}}\sin \; \frac{t + \pi}{i_{12}}}}} \\ {y_{M_{22}}^{(2)} = {{\left( {m - a} \right)\sin \; \frac{t + \pi}{i_{12}}} + {\frac{2c_{2}n}{\sqrt{n^{2} + m^{2}}}\cos \; \frac{t + \pi}{i_{12}}}}} \\ {z_{M_{22}}^{(2)} = {{n\; \pi} + {n\; t} + \frac{2c_{2}m}{\sqrt{n^{2} + m^{2}}}}} \end{matrix},} \right.$ wherein, 2c₂ is a tooth thickness of the driven gear tooth; the two driven tooth profile arcs are symmetrical about the middle first driven tooth thickness auxiliary curve, a radius of the arc is ρ₂; at a meshing point, an angle between a line which connects the meshing point and an arc center and a binormal vector γ of the driven contact curve is φ; the driven tooth profile straight line segment and the binormal vector γ of the driven contact curve are parallel to each other, a distance between the driven tooth profile straight line segment and the binormal vector γ is h_(f2), h_(f2)=h_(f)*×h_(a1), wherein h_(f)* is a dedendum coefficient, a range of h_(f)*being 1.4˜2, and a length of the driven tooth profile straight line segment depends on the tooth thickness 2c₂, the arc radius ρ₂, the angle φ and h_(f2), which is obtained by intercepting a specific distance h_(f2) from a straight line with two driven tooth profile arcs.
 9. The concave-convex arc line gear mechanism for parallel shaft transmission according to claim 5, wherein a diameter of the driving wheel body is d_(f1), with a valued d_(f1)=2m−2(h_(a1)+d_(f)*), wherein d_(f)* is a clearance coefficient, a range of d_(f)*being 0.5˜2; and a diameter of the driven wheel body is d_(a2), with a value d_(a2)=2(a−m)+2h_(a1).
 10. The concave-convex arc line gear mechanism for parallel shaft transmission according to claim 7 wherein the arc radius ρ₁ of the two driving tooth profile arcs, the arc radius ρ₂ of the two driven tooth profile arcs and the angle φ satisfy following conditions: ρ₂=kρ₁; ${{{if}\mspace{14mu} \phi} \in \left\lbrack {{30{^\circ}},{40{^\circ}}} \right\rbrack},{{{then}\mspace{14mu} \rho_{1}} = \frac{1.1c_{1}}{\cos \; \phi}},{{k \in \left( {0,\frac{1}{4}} \right)};{{{or}\mspace{14mu} \rho_{1}} = \frac{1.2c_{1}}{\cos \; \phi}}},{{k \in \left( {0,\frac{1}{5}} \right)};{{{or}\mspace{14mu} \rho_{1}} = \frac{1.4c_{1}}{\cos \; \phi}}},{{k \in \left( {0,\frac{1}{7}} \right)};{{{or}\mspace{14mu} \rho_{1}} = \frac{1.6c_{1}}{\cos \; \phi}}},{{k \in \left( {0,\frac{1}{11}} \right)};}$ ${{{if}\mspace{14mu} \phi} \in \left( {{40{^\circ}},{45{^\circ}}} \right\rbrack},{{{then}\mspace{14mu} \rho_{1}} = \frac{1.4c_{1}}{\cos \; \phi}},{{k \in \left( {0,\frac{1}{7}} \right)};{{{or}\mspace{14mu} \rho_{1}} = \frac{1.6c_{1}}{\cos \; \phi}}},{k \in {\left( {0,\frac{1}{11}} \right).}}$
 11. The concave-convex arc line gear mechanism for parallel shaft transmission according to claim 8 wherein the arc radius ρ₁ of the two driving tooth profile arcs, the arc radius ρ₂ of the two driven tooth profile arcs and the angle φ satisfy following conditions: ρ₂ = k ρ₁; ${{{if}\mspace{14mu} \phi} \in \left\lbrack {{30{^\circ}},{40{^\circ}}} \right\rbrack},{{{then}\mspace{14mu} \rho_{1}} = \frac{1.1c_{1}}{\cos \; \phi}},{{k \in \left( {0,\frac{1}{4}} \right)};{{{or}\mspace{14mu} \rho_{1}} = \frac{1.2c_{1}}{\cos \; \phi}}},{{k \in \left( {0,\frac{1}{5}} \right)};{{{or}\mspace{14mu} \rho_{1}} = \frac{1.4c_{1}}{\cos \; \phi}}},{{k \in \left( {0,\frac{1}{7}} \right)};{{{or}\mspace{14mu} \rho_{1}} = \frac{1.6c_{1}}{\cos \; \phi}}},{{k \in \left( {0,\frac{1}{11}} \right)};{{{if}\mspace{14mu} \phi} \in \left( {{40{^\circ}},{45{^\circ}}} \right\rbrack}},{{{then}\mspace{14mu} \rho_{1}} = \frac{1.4c_{1}}{\cos \; \phi}},{{k \in \left( {0,\frac{1}{7}} \right)};{{{or}\mspace{14mu} \rho_{1}} = \frac{1.6c_{1}}{\cos \; \phi}}},{k \in {\left( {0,\frac{1}{11}} \right).}}$ 